CN110089022B - Motor control device and electric vehicle - Google Patents
Motor control device and electric vehicle Download PDFInfo
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- CN110089022B CN110089022B CN201780078740.9A CN201780078740A CN110089022B CN 110089022 B CN110089022 B CN 110089022B CN 201780078740 A CN201780078740 A CN 201780078740A CN 110089022 B CN110089022 B CN 110089022B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/10—Arrangements for controlling torque ripple, e.g. providing reduced torque ripple
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Ac Motors In General (AREA)
Abstract
The invention provides a motor control device capable of improving power and reducing torque pulsation. A motor control device (610) of the present invention responds to a torque command value (T) * ) And the angular velocity (omega) and the rotor position (theta) of the motor (200) are used to control the driving current of the motor (200) with windings (201-203) independently wound at intervals. And, according to the torque command value (T) * ) To change the drive current (i) u 、i v 、i w ) The ratio of zero phase current in (1). As a result, the power can be improved, and the torque command value (T) can be adjusted * ) When the drive current decreases, the ratio of the zero-phase current in the drive current decreases, and torque ripple is suppressed.
Description
Technical Field
The invention relates to a motor control device and an electric vehicle.
Background
In hybrid vehicles and electric vehicles, a motor power is required to be increased in order to increase a driving force. For example, in the invention described in patent document 1, a quasi rectangular wave current is used for a drive current of a motor to increase an effective value of a current and to increase power.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2006-136144
Disclosure of Invention
Problems to be solved by the invention
However, in the method described in patent document 1, since the drive current of the motor is always a quasi-rectangular wave, the torque ripple may increase.
Means for solving the problems
According to one aspect of the present invention, a motor control device for controlling a drive current of a motor having windings independently wound at intervals according to a torque command value, an angular velocity of the motor, and a rotor position changes a ratio of a zero-phase current in the drive current according to a magnitude of the torque command value.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, it is possible to improve power and reduce torque ripple.
Drawings
Fig. 1 is a diagram showing a schematic configuration of a hybrid electric vehicle mounted with a motor according to an embodiment of the present invention.
Fig. 2 is a block diagram showing the configuration of the power conversion device.
Fig. 3 is a block diagram showing details of the motor control device.
Fig. 4 is a flowchart showing an example of the current command arithmetic processing.
Fig. 5 is a diagram illustrating a driving current.
Fig. 6 is a block diagram illustrating details of the zero back electromotive force compensation portion.
Fig. 7 is a flowchart illustrating modification 1.
Fig. 8 is a diagram showing the drive current, the sine wave component of the drive current, and the zero-phase current in modification 1.
Fig. 9 is a block diagram illustrating a motor control device according to modification 2.
Detailed Description
Hereinafter, a description will be given of a specific embodiment of the present invention with reference to the drawings. The present invention is not limited to the following embodiments, and various modifications and application examples within the technical concept of the present invention are also included in the scope thereof.
Fig. 1 is a view showing a schematic configuration of a hybrid electric vehicle mounted with a motor according to an embodiment of the present invention. Vehicle 100 includes engine 120, motor 200, and battery 180. When the driving force of the motor 200 is required, the battery 180 supplies dc power to the motor 200 via the power conversion device 600, and during regenerative traveling, the battery 180 receives dc power from the motor 200. The dc power is transmitted and received between battery 180 and motor 200 via power converter 600. Although not shown, a battery that supplies low-voltage power (for example, 14-volt power) is mounted on vehicle 100 and used as a power source of a control system, for example.
The rotational torque of the engine 120 and the motor 200 is transmitted to the front wheels 110 via the transmission 130 and the differential gear 160. The transmission 130 is controlled by a transmission control device 134. The engine 120 is controlled by an engine control device 124. The battery 180 is controlled by a battery control device 184. The transmission control device 134, the engine control device 124, the battery control device 184, the power conversion device 600, and the integrated control device 170 are connected together via a communication line 174.
The integrated control device 170 is a higher-order control device than the transmission control device 134, the engine control device 124, the power conversion device 600, and the battery control device 184. The integrated control device 170 receives information indicating the respective states of the transmission control device 134, the engine control device 124, the power conversion device 600, and the battery control device 184 from each of them via the communication line 174. The integrated control device 170 calculates a control command for each control device based on the acquired information. The calculated control command is transmitted to each control device via the communication line 174.
The high-voltage battery 180 is formed of a secondary battery such as a lithium ion battery or a nickel metal hydride battery, and outputs high-voltage direct current of 250 to 600 volts or more. The battery control device 184 outputs the charge/discharge state of the battery 180 and the state of each unit cell constituting the battery 180 to the integration control device 170 via the communication line 174.
When the integration control device 170 determines that the battery 180 needs to be charged based on the information from the battery control device 184, it instructs the power conversion device 600 to perform the power generating operation. The integrated control device 170 mainly performs calculation processing of the output torques of the engine 120 and the motor 200, the integrated torque of the output torque of the engine 120 and the output torque of the motor 200, and the torque distribution ratio, and transmits a control command based on the calculation processing result to the transmission control device 134, the engine control device 124, and the power conversion device 600. The power converter 600 controls the motor 200 to generate a torque output or generated power in accordance with a torque command from the integrated control device 170.
As described later, the power conversion device 600 includes an inverter for operating the motor 200 and a motor control device for generating a switching signal for the inverter. The power conversion device 600 operates the motor 200 as an electric motor or as a generator by controlling the inverter in accordance with a command from the integrated control device 170.
Fig. 2 is a block diagram showing the configuration of the power conversion device 600. The power conversion device 600 includes a motor control device 610, an inverter 620, and a current sensor 220. The motor 200 is an embedded magnet synchronous motor having no neutral point connected thereto. The motor 200 is provided with a position sensor 210 that detects a position of the rotor and outputs a detected rotor position θ. The current sensor 220 detects currents flowing through the U-phase winding 201, the V-phase winding 202, and the W-phase winding 203 wound on the stator of the motor 200, and outputs a detected three-phase current i u 、i v 、i w 。
U-phase full-bridge inverter 621 includes switching elements 621a to 621 d. Switching element 621a is disposed in the upper arm of the U-phase left arm. Switching element 621b is disposed in the U-phase left arm lower arm. Switching element 621c is disposed on the U-phase right arm upper arm. Switching element 621d is disposed in the U-phase right arm lower arm.
The V-phase full bridge inverter 622 is constituted by switching elements 622a to 622 d. Switching element 622a is disposed on the upper arm of the V-phase left arm. Switching element 622b is disposed in the V-phase left arm lower arm. Switching element 622c is disposed on the upper arm of the V-phase right arm. Switching element 622d is disposed in the V-phase right arm lower arm.
The W-phase full bridge inverter 623 is configured by switching elements 623a to 623 d. Switching element 623a is disposed on the W-phase left arm upper arm. Switching element 623b is disposed in the W-phase left arm lower arm. Switching element 623c is disposed on the W-phase right arm upper arm. Switching element 623d is disposed in the W-phase right arm lower arm.
The switching elements 621a to 621d, the switching elements 622a to 622d, and the switching elements 623a to 623d are formed by combining a diode with a metal oxide film field effect transistor (MOSFET), an Insulated Gate Bipolar Transistor (IGBT), or the like. In this embodiment, a structure using a MOSFET and a diode will be described.
The inverter 620 converts the dc voltage applied from the battery 180 into an ac voltage by turning on or off the switching elements 621a to 621d, the switching elements 622a to 622d, and the switching elements 623a to 623d based on the switching signal generated by the motor control device 610. The converted ac voltage is applied to three-phase windings 201 to 203 wound around a stator of motor 200, and a three-phase ac current is generated. The three-phase alternating current causes the motor 200 to generate a rotating magnetic field, so that the rotor of the motor 200 rotates. The motor control device 610 detects the three-phase current i from the current sensor 220 based on the torque command value T from the integrated control device 170 u 、i v 、i w And the inverter 620 is PWM-controlled by the rotor position θ detected by the position sensor 210.
Fig. 3 is a block diagram showing details of the motor control device 610. The motor control device 610 includes a current command calculation unit 10, a dq-axis current control unit 20, a switching signal generation unit 30, a dq conversion unit 40, a zero-phase current calculation unit 50, a zero-phase current control unit 60, a speed conversion unit 70, and a zero-phase counter electromotive force compensation unit 80.
i z ＝i u /√3+i v /√3+i w /√3…(1)
The current command calculation unit 10 calculates a dq-axis current command value i from the input torque command value T, the angular velocity ω, and the rotor position θ d *、i q * And a zero-phase current command value i z * . In the present embodiment, the arithmetic processing in the current command arithmetic unit 10 is characteristic, and the detailed processing will be described later.
The dq-axis current control unit 20 calculates a dq-axis current command value i based on the dq-axis current command value i input from the current command calculation unit 10 d *、i q * And a dq-axis current detection value i input from the dq conversion unit 40 d 、i q And a dq-axis voltage command value v is output using proportional control, integral control, or the like d *、v q * . The zero-phase current control unit 60 controls the zero-phase current command value i based on the zero-phase current command value i input from the current command operation unit 10 z * And the zero-phase current i calculated by the zero-phase current calculating unit 50 z And outputs a zero-phase voltage command value v using proportional control, integral control, or the like z *。
The zero-phase voltage command value v output from the zero-phase current control unit 60 z * And a zero-phase back electromotive force compensation value v outputted from the zero-phase back electromotive force compensation part 80 z * Adding, signal (v) z *+v z * Input to the switching signal generating section 30. Zero phase back electromotive force compensation value v z * Command value i for reducing zero-phase current z * And withDetected zero phase current i z To the zero-phase voltage command value v in such a manner as to eliminate the zero-phase component of the back electromotive force z * And (6) compensating. The detailed processing of the zero-phase back electromotive force compensation portion 80 will be described later.
dq-axis voltage command value v d *、v q * And zero phase voltage command value v z * Compensation value v of counter electromotive force with zero z * Sum of (i) i.e. (v) z *+v z * Input to the switching signal generating section 30. The switching signal generator 30 generates switching signals for turning on and off the switching elements 621a to 621d, 622a to 622d, and 623a to 623d based on these values. The switching signals are input to the inverter 620, and the motor drive currents flow to the three-phase windings 201 to 203 of the motor 200 by the on/off operations of the switching elements 621a to 621d, 622a to 622d, and 623a to 623 d.
The motor drive current is generally controlled to be a sine wave, and generates a rotating magnetic field required for driving. However, when the drive current is controlled to be a sine wave, the effective value of the drive current cannot be increased after the maximum value of the sine wave reaches a predetermined current, and the power cannot be increased. In the present invention, as described below, the zero-phase current i flows in accordance with the operating condition of the motor (magnitude of the torque command value T) z Thereby, the power is improved and the increase of the torque pulsation is restrained.
(explanation of the Current instruction arithmetic section 10)
Fig. 4 is a flowchart showing an example of the processing of the current command calculation unit 10. In step S1, a dq-axis current command value i is calculated from the torque command value T, the angular velocity ω, and the rotor position θ d *、i q * . As a dq-axis current command value i d *、i q * The calculation method (2) includes maximum torque current control, field weakening control, and the like, and is a known technique, and therefore, the description thereof is omitted. Further, the current command value i is set to the dq axis d *、i q * A predetermined table may be used for the calculation of (1).
In step S2, the current command value i is calculated based on the dq-axis current d *、i q * And calculating UVW phase current instruction value i according to the detected rotor position theta u *、i v *、i w *。
In step S3, the UVW phase current command value i calculated in step S2 is set u *、i v *、i w * The current command value having the largest absolute value of the amplitude is used as the maximum phase current command value i max * The current command value with the minimum absolute value of the amplitude is set as the minimum phase current command value i min * The rest is used as an intermediate phase current instruction value i mid *。
In step S4, the maximum phase current command value i is determined max * Whether or not the absolute value of (a) is a predetermined current value i rated The above. Here, the predetermined current value i rated This means the maximum current value set to prevent the failure of inverter 620 and motor 200. In the present embodiment, the motor drive current is controlled to be equal to or less than a predetermined current value.
In step S4, | i is determined max *|≥i rated In the case of (3), the process proceeds to step S5, and the maximum phase current command value i is calculated again by the following expression (2) max * *. In the formula (2), sgn (i) max * ) Represents i max * Positive and negative according to sgn (i) max * ) The positive and negative of (2) are taken as negative or positive.
i max **＝sgn(i max *)×i rated …(2)
In step S6, the intermediate phase current command value i is recalculated by the following expression (3) mid **。
i mid **＝i mid *－(i max *－i rated )…(3)
In step S7, the minimum phase current command value i is calculated again by the following equation (4) min **。
i min **＝i min *－(i max *－i rated )…(4)
FIG. 5 illustrates i obtained by the processing of step S3 to step S7 max **、i mid **、i min * *. Sine wave curves indicated by thin lines are the U-phase current command value, the V-phase current command value, and the W-phase current command value calculated in step S2. Absolute value of amplitude in UVW phase current command value at rotor position theta 1Has a magnitude relation of | i u *|＞|i w *|＞|i v * I, therefore i u * Becomes the maximum phase current command value i max *，i w * The intermediate phase current command value i mid *，i v * Becomes the minimum phase current instruction value i min * . At this time, i u **、i v **、i w * The expression is expressed by the following expressions (5) to (7).
i u **＝i max **＝i rated …(5)
i v **＝i min **＝i v *－(i u *－i rated )…(6)
i w **＝i mid **＝i w *－(i u *－i rated )…(7)
On the other hand, at the time of the rotor position θ 2, the magnitude relation of the absolute value of the amplitude in the UVW phase current command value is | i w *|＞|i u *|＞|i v * I, therefore i w * Becomes the maximum phase current command value i max *，i u * The intermediate phase current command value i mid *，i v * The minimum phase current command value i is set min * . In this case, i u **、i v **、i w * The expression is expressed by the following expressions (8) to (10).
i u **＝i mid **＝i u *－(i w *－i rated )
＝i u *+(i rated －i w *)…(8)
i v **＝i min **＝i v *－(i w *－i rated )
＝i v *+(i rated －i w *)…(9)
i w **＝i max **＝-i rated …(10)
In steps S5 to S7, the maximum phase current command value i is calculated max * Command value i of star and intermediate phase current mid * Minimum phase current command value i min * In step S8, the maximum phase current command value i is used max **And an intermediate phase current instruction value i mid * Minimum phase current command value i min * To calculate the dq axis current command value i d *、i q * And a zero-phase current command value i z * . Then, the calculated dq-axis current command value i is calculated d *、i q * Outputs the zero-phase current command value i to the dq-axis current control unit 20 z * And outputs the result to the zero-phase current control unit 60.
On the other hand, in step S4, the maximum phase current command value i calculated in step S3 is determined max * Is less than a predetermined current value i rated In the case of (3), the process proceeds to step S9, where the zero-phase current command value i is set z * Is set to i z * And =0. In this case, the dq-axis current command value i calculated in step S1 is set d *、i q * Outputs the zero-phase current command value i calculated in step S9 to the dq-axis current control unit 20 z * =0 is output to the zero-phase current control unit 60.
(explanation of zero-phase counter electromotive force compensation section 80)
Fig. 6 is a block diagram illustrating details of the zero-phase back electromotive force compensation unit 80. In the configuration shown in fig. 2, when the zero-phase current is controlled, the zero-phase component of the counter electromotive force generated during the motor driving causes the zero-phase current command value i z * With detected zero phase current value i z The difference in torque increases, and the torque ripple may increase. In the present embodiment, the zero-phase current command value i is reduced z * And zero phase current i z The zero-phase back electromotive force compensation value v calculated by the zero-phase back electromotive force compensation unit 80 z * Command value v for zero-phase voltage in such a manner that zero-phase component of back electromotive force is eliminated z * Compensation is performed.
The zero-phase counter electromotive force calculating unit 81 calculates the zero-phase counter electromotive force based on the zero-phase current detection value i z The voltage drop due to the winding resistance R and the z-axis inductance L are calculated from the rotor position θ by the following equation (11) z The resulting voltage drop and the magnet flux psi z Resulting sum of zero-phase induced voltages, i.e. zero-phase back-emf v Zz . Furthermore, due to the z-axis inductance L z Magnetic flux psi of magnet z The motor parameters are based on the rotor position theta,Since the driving current and the temperature of the motor 200 change, they can be calculated using a preset table or an approximate expression.
v Zz ＝Ri z +L z (di z /dt)+dψ z /dt…(11)
In the d-axis interference voltage calculating section 82, a d-axis current detection value i is detected from d And rotor position theta to calculate inductance L due to d-z axis interference dz And the generated d-axis interference voltage v dz . d-axis interference voltage v dz It is calculated by the following formula (12).
v dz ＝L dz (di d /dt)…(12)
The q-axis interference voltage calculating unit 83 calculates the q-axis interference voltage based on the q-axis current detection value i q And the rotor position theta are used to calculate the inductance L due to the interference between the q-z axes qz And the generated q-axis interference voltage v qz . q-axis interference voltage v qz Calculated by the following formula (13).
v qz ＝L qz (di q /dt)…(13)
Further, the zero-phase current command value i can be further reduced by considering using a table in which non-linear elements not shown in equations (11) to (13) are set in advance z * And zero-phase current detection value i z The deviation of (a).
The zero-phase back electromotive force v calculated by the zero-phase back electromotive force calculating unit 81 is outputted from the zero-phase back electromotive force compensating unit 80 Zz The d-axis interference voltage v outputted from the d-axis interference voltage calculating unit 82 is added dz And a q-axis interference voltage v output from the q-axis interference voltage calculating unit 83 qz The obtained value is used as a zero-back electromotive force compensation value v z **(＝v Zz +v dz +v qz ). Then, the zero-phase voltage command value v output from the zero-phase current control unit 60 is subjected to z * Adding a zero-phase counter electromotive force compensation value v z * Value obtained by substituting zero-phase voltage command value v z * Input to the switching signal generating unit 30. I.e. to generate a compensation value v beyond the counter-electromotive force with zero z * Zero phase current i of equivalent magnitude z By adjusting the zero-phase voltage command value v z * To eliminate the inverse induced in the windings 201-203The zero phase component of the electromotive force.
(C1) As described above, motor control device 610 controls the drive current of motor 200 having windings 201 to 203 wound independently at intervals, based on torque command value T, angular velocity ω of motor 200, and rotor position θ. Then, the drive current (i) is changed according to the magnitude of the torque command value T u 、i v 、i w ) Zero phase current i in z The ratio of (a) to (b). That is, the larger the torque command value T, the larger Δ i in fig. 5, and the zero-phase current i accordingly z The power is improved as the ratio of (2) increases. Conversely, when the torque command value T is small, the phase current i is zero since Δ i decreases z The ratio of (2) is also reduced, and the torque ripple can be reduced as compared with the case of controlling the drive current with a quasi-rectangular wave as in the invention of patent document 1.
(C2) When the ratio of the zero-phase current in the drive current is changed in this manner, the zero-phase voltage command value v is adjusted as shown in fig. 3 z * And the sum of the phase voltages, i.e., the zero-phase voltage, is controlled to change the ratio.
(C3) The drive current is set to a predetermined current value (predetermined current value i) rated ) By changing the ratio of the zero-phase current in the following manner, it is possible to prevent a failure of the motor 200 or the inverter 620 due to an excessive current.
(modification 1)
In the examples described with reference to fig. 3 and 4, the maximum phase current command value i is used max * Whether or not the absolute value of (a) is a predetermined current value i rated Thus, it is determined whether or not the drive current includes the zero-phase current i z However, as in the example shown in the flowchart of fig. 7, it may be determined whether or not to include the zero-phase current i in the drive current based on the magnitude of the torque command value T z 。
In the flowchart shown in fig. 7, first, in step S101, similarly to step S1 in fig. 4, a dq-axis current command value i is calculated from a torque command value T, an angular velocity ω, and a rotor position θ d *、i q *。
In step S102, it is determined whether or not the torque command value T is equal to or greater than a predetermined torque Tth. Here, the predetermined torque Tth means a maximum torque value set to prevent a failure of the inverter 620 and the motor 200.
When it is determined that T ≧ Tth in step S102, the process proceeds to step S103. In step S103, the dq-axis current command value i calculated in step S101 is used as in the case of step S2 described above d *、i q * And calculating UVW phase current instruction value i according to the detected rotor position theta u *、i v *、i w *。
In step S104, the UVW phase current instruction value i is used u *、i v *、i w * Calculating a zero-phase current command value i from the rotor position theta z * . Zero phase current command value i z * Calculated by the following formula (14).
i z *＝A·sin(3θ+3α)…(14)
In the formula (14), A means the UVW phase current instruction value i u *、i v *、i w * Is reduced to a predetermined current value i rated Hereinafter, the required current amplitude value, α, means the current command value i according to the UVW phase u *、i v *、i w * And the current phase determined from the rotor position θ. In the equation (14), the zero-phase current command value i z * Is set as UVW phase current instruction value i u *、i v *、i w * 3 times, but may be other than 3 times.
FIG. 8 shows a zero-phase current command value i using equation (14) z * Drive current in the case of (U phase current i) u ) Is shown in (a). Further, a curve L1 represents a U-phase current i u The curve L2 represents the U-phase current i u Zero phase current i contained in z . Thus, by including a zero phase current i z The drive current can be limited to a predetermined current value i rated The power is improved within the above range.
On the other hand, when it is determined in step S102 that the torque command value T is smaller than the predetermined torque Tth, the process proceeds to step S105, where the zero-phase current command value i is set z * Is set to i z * And =0. Predetermined torque T in the case of the process shown in fig. 7th corresponds to a predetermined current value i in the case of FIG. 4 rated Switching to include a zero-phase current i at substantially the same time z The state of (c). Note that, in the drive current in fig. 8, the larger the torque command value T, the larger the zero-phase current i z The larger the ratio of (curve L2) to the sinusoidal component (curve L1), the same operational advantages as in the case of the above-described embodiment can be obtained in modification 1.
(C4) Further, in the control shown in fig. 4 and 7, when the torque command value T is smaller than the predetermined torque threshold value (predetermined torque Tth) or the maximum phase current command value i based on the torque command value T max * Is less than a predetermined current value i rated In the case of (2), the zero-phase current i z Since the zero-phase current i is set to zero, the zero-phase current i can be prevented in such an operating state z The generation of the induced torque ripple.
(C5) Further, as shown in fig. 6, it is preferable that the zero back electromotive force compensation unit 80 be based on the drive current (i) d 、i q 、i z ) Calculating the zero-phase voltage (zero-phase back electromotive force compensation value v) of the voltages induced in the windings 201 to 203 based on the rotor position theta z * And) and uses a zero-phase voltage command value i based on the torque command value T, the angular velocity ω of the motor 200, and the rotor position θ z * Adding a zero-phase back electromotive force compensation value v z * The obtained value controls the zero-phase current i z 。
When the drive current includes a zero-phase current i z In the case of (2), the zero-phase component of the counter electromotive force generated during the motor driving results in the zero-phase current command value i z * And zero-phase current detection value i z The difference in torque increases, and the torque ripple may increase. But by commanding the zero-phase voltage command value i as described above z * Adding a zero-phase back electromotive force compensation value v z * Command value v of zero-phase voltage z * It is adjusted in such a manner that the zero-phase component of the counter electromotive force induced in the windings 201 to 203 is eliminated. As a result, the torque ripple can be further reduced.
(modification 2)
FIG. 9 is a view showing a modification 2, and shows a motor control device 610A block diagram of the details of (a). In fig. 9, a UVW converter 90 is added to the structure of the motor control device 610 shown in fig. 3. UVW conversion section 90 outputs a dq-axis current command value i d *、i q * Outputs three-phase voltage command value i according to rotor position theta u *、i v *、i w *。
Three-phase voltage command value i u *、i v *、i w * Plus a zero-phase voltage command value v z * Compensation value v of counter electromotive force with zero z * Sum of (v) z *+v z * Value obtained by x) is input to the switching signal generating section 30. I.e. input i u *+(v z *+v z **)、i v *+(v z *+v z * X) and i w *+(v z *+v z * X) these 3 signals.
In addition, the zero-phase counter electromotive force compensation unit 80 uses the dq-axis current command value i d *、i q * And a zero-phase current command value i z * Instead of dq-axis current detection value i d 、i q And a zero-phase current detection value i z To calculate the compensation value v of zero-phase back electromotive force z **。
In this configuration, the same operational effects as in the case of the configuration shown in fig. 3 can be obtained. That is, by changing the ratio of the zero-phase current in the drive current in accordance with the magnitude of the torque command value, it is possible to improve the power and reduce the torque ripple.
Description of the symbols
100. Vehicle with a steering wheel
10. Current command operation unit
20 dq-axis current control unit
30. Switching signal generating unit
40 dq conversion part
50. Zero-phase current calculating unit
60. Zero-phase current control unit
70. Speed conversion part
80. Zero-phase counter electromotive force compensation part
200. Motor with a stator having a stator core
220. Current sensor
600. Power conversion device
610. Motor control device
620. Inverter with a voltage regulator
621 U-phase full-bridge inverter
622 V-phase full-bridge inverter
623 W-phase full bridge inverter.
Claims (5)
1. A motor control device for controlling a drive current of a motor having windings independently wound at intervals, based on a torque command value, an angular velocity of the motor, and a rotor position,
changing a ratio of a zero-phase current in the drive current in accordance with a magnitude of the torque command value,
calculating a zero-phase voltage of a voltage induced in the winding based on the drive current and the rotor position,
the zero-phase current is controlled by a value obtained by adding the zero-phase voltage to a zero-phase voltage command value based on the torque command value, the angular velocity of the motor, and the rotor position.
2. The motor control apparatus according to claim 1,
the ratio is changed by controlling the sum of the phase voltages, i.e., the zero phase voltage.
3. The motor control device according to claim 1 or 2,
the ratio of the zero-phase current is changed so that the drive current is equal to or less than a predetermined current value.
4. The motor control apparatus according to claim 1,
when the torque command value is smaller than a predetermined torque threshold value or when a drive current command value based on the torque command value is smaller than a predetermined current threshold value, a zero-phase current in the drive current is set to zero.
5. An electric vehicle is characterized by comprising:
a motor having windings independently wound at intervals; and
the motor control device according to any one of claims 1 to 4.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016-247782 | 2016-12-21 | ||
| JP2016247782A JP6667425B2 (en) | 2016-12-21 | 2016-12-21 | Motor control device and electric vehicle |
| PCT/JP2017/040034 WO2018116668A1 (en) | 2016-12-21 | 2017-11-07 | Motor control device and electric vehicle |
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| Publication Number | Publication Date |
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| CN110089022A CN110089022A (en) | 2019-08-02 |
| CN110089022B true CN110089022B (en) | 2022-11-04 |
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| CN201780078740.9A Active CN110089022B (en) | 2016-12-21 | 2017-11-07 | Motor control device and electric vehicle |
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| JP (1) | JP6667425B2 (en) |
| CN (1) | CN110089022B (en) |
| WO (1) | WO2018116668A1 (en) |
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| JP7160479B2 (en) * | 2018-12-21 | 2022-10-25 | 株式会社デンソー | electric motor system |
| KR20230012373A (en) * | 2021-07-15 | 2023-01-26 | 현대자동차주식회사 | Apparatus for controlling torque generation of three-phase motor, and method thereof |
| CN113517829B (en) * | 2021-07-22 | 2022-05-24 | 燕山大学 | Brushless direct current motor maximum torque current ratio control method and system |
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| JP4491434B2 (en) * | 2006-05-29 | 2010-06-30 | トヨタ自動車株式会社 | Power control device and vehicle equipped with the same |
| JP4804381B2 (en) * | 2007-02-28 | 2011-11-02 | 三菱電機株式会社 | Electric motor drive control device and electric motor |
| JP5379573B2 (en) * | 2009-06-22 | 2013-12-25 | 株式会社豊田中央研究所 | Motor drive system |
| US8786223B2 (en) * | 2011-10-14 | 2014-07-22 | Ford Global Technologies, Llc | Controlling torque ripple in interior permanent magnet machines |
| CN103731079B (en) * | 2013-12-26 | 2016-01-20 | 浙江大学 | A kind of winding permanent magnet motor system of opening of common bus structure and the control method of suppression zero-sequence current thereof |
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| TW201312926A (en) * | 2011-09-08 | 2013-03-16 | Delta Electronics Inc | Parallel inverter drive system and the apparatus and method for suppressing circulating current in such system |
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| JP6667425B2 (en) | 2020-03-18 |
| JP2018102077A (en) | 2018-06-28 |
| WO2018116668A1 (en) | 2018-06-28 |
| CN110089022A (en) | 2019-08-02 |
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